Air carrier X non adherence to ATC clearance maintain visual separation had conflict with air carrie...

Attributes
ACN	297694
Time
Date	199502
Day	Thu
Local Time Of Day	1201 To 1800
Place
Locale Reference	atc facility : slc
State Reference	UT
Altitude	msl bound lower : 7000 msl bound upper : 7000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : slc
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Flight Phase	descent : approach
Flight Plan	IFR
Aircraft 2
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Flight Phase	descent : approach
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 200 flight time total : 11500 flight time type : 2800
ASRS Report	297694
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Events
Anomaly	conflict : airborne less severe non adherence : required legal separation non adherence : clearance
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	flight crew : took evasive action
Consequence	Other
Miss Distance	horizontal : 1500 vertical : 800
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Visual approachs to runways 34 and 35 were in use. Kernn LOM is a common fix for both runway 34 and 35 ILS approachs. The converging ctrlines of runways 34 and 35, extended backward, meet at kernn at nearly the same altitude. Approached slc from the south and we were higher than normal. Slc approach pointed out a 727 on downwind just about to turn left base for a visual approach to runway 34. We called traffic in sight and we were then cleared for a visual approach to runway 35. We were very busy getting flaps and landing gear down in order to lose excess altitude. I temporarily lost sight of the 727 but TCASII showed him close to our position and about 1000 ft below us. We then got a TA from TCASII but no RA. I could not spot the 727 where I thought he should be. I then glanced down and saw the 727 below and slightly ahead of us. We were converging horizontally and vertically. I noticed we were lined up perfectly for both runways 34 and 35 and then the ADF needle swung at kernn. I told the first officer, who was flying, to turn right, off the runway 35 centerline to increase our separation. Our speed slowed and the 727 stayed ahead of us and our lateral distance increased for the rest of the way to touchdown. This runway confign could be very hazardous unless positive steps are taken to ensure that either runway 34 or 35 traffic is at least a mi ahead of traffic for the other runway. In the future, when simultaneous visuals are being used for runways 34 and 35, I will track east of the centerline if using runway 35 or west of the centerline for runway 34 until I an sure of the position of parallel traffic. I have flown into slc many times over the yrs. It is very easy to get lined up with the wrong runway coming from either north or south, especially when visibility is down. It is essential to always back up visuals with a positively idented ILS. Please send copy to slc approach.

Original NASA ASRS Text

Title: ACR X NON ADHERENCE TO ATC CLRNC MAINTAIN VISUAL SEPARATION HAD CONFLICT WITH ACR Y. LTSS. UNINTENDED USE OF TCASII.

Narrative: VISUAL APCHS TO RWYS 34 AND 35 WERE IN USE. KERNN LOM IS A COMMON FIX FOR BOTH RWY 34 AND 35 ILS APCHS. THE CONVERGING CTRLINES OF RWYS 34 AND 35, EXTENDED BACKWARD, MEET AT KERNN AT NEARLY THE SAME ALT. APCHED SLC FROM THE S AND WE WERE HIGHER THAN NORMAL. SLC APCH POINTED OUT A 727 ON DOWNWIND JUST ABOUT TO TURN L BASE FOR A VISUAL APCH TO RWY 34. WE CALLED TFC IN SIGHT AND WE WERE THEN CLRED FOR A VISUAL APCH TO RWY 35. WE WERE VERY BUSY GETTING FLAPS AND LNDG GEAR DOWN IN ORDER TO LOSE EXCESS ALT. I TEMPORARILY LOST SIGHT OF THE 727 BUT TCASII SHOWED HIM CLOSE TO OUR POS AND ABOUT 1000 FT BELOW US. WE THEN GOT A TA FROM TCASII BUT NO RA. I COULD NOT SPOT THE 727 WHERE I THOUGHT HE SHOULD BE. I THEN GLANCED DOWN AND SAW THE 727 BELOW AND SLIGHTLY AHEAD OF US. WE WERE CONVERGING HORIZLY AND VERTLY. I NOTICED WE WERE LINED UP PERFECTLY FOR BOTH RWYS 34 AND 35 AND THEN THE ADF NEEDLE SWUNG AT KERNN. I TOLD THE FO, WHO WAS FLYING, TO TURN R, OFF THE RWY 35 CTRLINE TO INCREASE OUR SEPARATION. OUR SPD SLOWED AND THE 727 STAYED AHEAD OF US AND OUR LATERAL DISTANCE INCREASED FOR THE REST OF THE WAY TO TOUCHDOWN. THIS RWY CONFIGN COULD BE VERY HAZARDOUS UNLESS POSITIVE STEPS ARE TAKEN TO ENSURE THAT EITHER RWY 34 OR 35 TFC IS AT LEAST A MI AHEAD OF TFC FOR THE OTHER RWY. IN THE FUTURE, WHEN SIMULTANEOUS VISUALS ARE BEING USED FOR RWYS 34 AND 35, I WILL TRACK E OF THE CTRLINE IF USING RWY 35 OR W OF THE CTRLINE FOR RWY 34 UNTIL I AN SURE OF THE POS OF PARALLEL TFC. I HAVE FLOWN INTO SLC MANY TIMES OVER THE YRS. IT IS VERY EASY TO GET LINED UP WITH THE WRONG RWY COMING FROM EITHER N OR S, ESPECIALLY WHEN VISIBILITY IS DOWN. IT IS ESSENTIAL TO ALWAYS BACK UP VISUALS WITH A POSITIVELY IDENTED ILS. PLEASE SEND COPY TO SLC APCH.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.

Air carrier X non adherence to ATC clearance maintain visual separation had conflict with air carrier Y. Less than standard separation. Unintended use of TCASII.